|
| PETER BLACH |
| 1998 TOYOTA SUPRA TURBO |
| 6 SPEED |
| BLACK/TAN |
| HOUSTON, TX. USA |
 EMAIL PETER |
|
| 12 photos |
| 2433 words |
| September 23rd '04 |
|
|
|
|
INTRODUCTION:
What can be said about Peter Blach that hasn’t been said already? Not much, but we’ll give it a try. How about the lead organizer and director of the national Supra meet that takes place every March deep in the heart of Texas? How about the owner of seven Supras, four of which have been featured on TO4R.COM (another record for Peter, by the way)? How about, and this is big folks, being the owner of the most powerful Supra on a site that features the “World’s most powerful and beautiful Supras”? How does 1132 rwhp and 986 lb-ft grab you? We thought it would. Once again, Peter has climbed to the top of the TO4R.COM power charts, a place we are beginning to think Peter thinks is his very own throne, maybe to be “loaned” out from time to time, but only until the build-up of his latest and greatest is completed. Congratulations, Peter, on yet another outstanding achievement. | GENERAL:
I sold my last ‘98 thinking it was the last Supra I’d ever own. The day the flat bed came to pick up the car, I was in complete denial! I had second thoughts and almost decided to keep it but, after checking my account balance, I knew the buyer would not be cool with that flat bed showing up to his place without a car. So, as hard as it was to part with the black ‘98 that set the world record for the most powerful stock bottom-end in the country, in the end, it left me. After owning six Supras, including this one, I thought my Supra-owning days were over for good.
Thinking the sports car bug had left me once and for all, I went the opposite direction and purchased a Cadillac Escalade and enjoyed “big pimpin” for awhile. Three days later, I was driving by a Mitsubishi dealership and noticed the new Lancer Evolution. I decided to stop by and check it out… Well, two hours later, I had the Escalade and an Evolution. The Evo handled great, had great brakes, great seats, great HIDs, but was just missing something in the power delivery department. I decided to keep the Evo for awhile to see if I could get used to the lack of power and if it would be enough to satisfy the power bug I thought I had left. For good.
Two weeks later, I was driving by a local BMW dealership and noticed a nice M3 in the lot. I had had one before so I knew I liked the car. On a spur of the moment, I decided to take it for a spin. During the test drive, the general manager of the BMW dealership fell in love with my pearl white Escalade and made me an offer on the truck I couldn’t refuse. Incidentally, the M3 was overpriced for my budget and so the general manager took me home in his new Escalade that night.
The lack of power in the Evo eventually got to me, and I started searching for another sports car. Many of my friends and associates have told me that owning a super high-performance Supra spoils you for any other so-called powerful car. You know what? They were right! I couldn’t help but continue to check for any clean ‘98 Supras that might hit the market.
One day, while on the phone with my good friend Daniel Van Hoozer of VIP Imports, he mentioned he had a nice 30k mile black/tan ‘98. The car had been purchased from an older gentleman and was being stored in Kentucky (KY). Two weeks later I was on a flight to KY to pick up the car… J This was the cleanest ‘98 I have ever had (I’ve had three). I knew the second I laid eyes on this car, it was a keeper. Upon returning to Houston, I put the Evo up for sale. It’s interesting how all this “research” led me back to where I started. As I told TO4R.COM member Ken Henderson when putting this write-up together, “This one is a keeper. With only 30,000 miles, it’s perfect!! I will never sell this car (do not mark my words!).”
As the planner of the TX – Supra Nationals meet, I knew I had to have something truly special in time for TX2K4. Knowing the competition, as always, would be very tough, with several well-known owners and tuners shooting for four-digit rwhp numbers, I decided a little bit of deception was needed so my “surprise” could have maximum effect. So, I changed up my identity and became BPU Peter in the weeks leading up to TX2K4. All of my public comments and posts on Supraforums continually made the same point….I wouldn’t have the time to organize the meet and build my car at the same time. Only my team described below and VERY few others knew what I had planned.
Having built my last four Supras with TO4R.COM member Tommy Banh, I knew I did NOT want to build another. And so, I began my search for a shop I felt would do the best job possible on my new car. That’s where Kean Wang (of Boost Logic), Chris Johnson (of Performance Motorsports) and Justin Nenni (of Tuning Concepts) came in. I’ve known Kean since 1998 and his car was the first single-turbo Supra I rode in. Kean is known as the “Supra Encyclopedia”, having developed and marketed many great products (and more) through Boost Logic (www.boostlogic.com). Chris has an unbelievable reputation in the U.S. He is known for doing the best install/fabrication/custom work on Supras (www.performance-motorsports.com) and has built a number of cars that have become famous in the Supra world. Justin has been a friend for many years as well. He was responsible for tuning my last record-breaking Supra that produced 958 rwhp SAE net on the stock bottom-end. He has a reputation in the United States as the premier AEM EMS tuner (www.tuningconcepts.com). The three of them sold me immediately on BL’s turbo kit, PM’s work, and Tuning Concepts’ tuning. And so, the project began in late December, 2003, with me, BPU Peter, still employing a bit of subterfuge in the Supra world. Boost Logic, Performance Motorsports, and Tuning Concepts are official sponsors of the car. Collectively, they deserve ALL the credit for building/spec’ing this great machine.
The first thing that had to be replaced on the car was the stock wheel/tire setup. I’ve always had either Kinesis or Fikse wheels. In my opinion, they are the highest quality wheels on the market (along with HREs). Since I’ve had the Fikse FM/5s (3 sets) and the FM/5 Profiles, I decided to try something new. After some thought, I wound up purchasing a set of Fikse ARO wheels, sizes 18x9.5 front with 265/35/18 BFG G-Force T/A KDs, and 18x11 rear with 295/35/18 BFG G-Force Drag Radials. To round out the exterior look, I installed a set of Eibach sport lowering springs on the car. | ENGINE:
The next step was to decide how much power would satisfy my urge. I’ve already been to the mid 900 mark (958 rwhp on my last car) so I figured 1000 rwhp sounded good. After talking to Kean and Chris, we decided that 1100 rwhp sounded even better! The first part of the project was to decide on what we wanted to do with the bottom-end. After having so much success with the stock bottom-end, I wasn’t sure I wanted to take this particular approach, but trying to make 1100 rwhp with the stock bottom-end was not something I wanted to try. In addition, I want to run this car without the fear of blowing the motor and, even though the 2JZ-GTE has a vaunted reputation as one of the world’s strongest motors, if not the strongest, I knew my goal of 1100 rwhp would test the limits of any motor. The bottom-end was built with Carrillo H-Beam rods and CP pistons. The pistons required the bottom-end to be bored out 0.020, with the piston tops coated with Polydyn ceramic and the piston sides coated with Teflon. The head was ported/polished by Tony Urrutia of SHP Racing Heads. Tony also performed the head work on my 958 rwhp car. The head flows 295 cfm at 400 lift and is a nice match for the HKS 272 cams that reside in the motor. BL and PM also added Crower titanium springs/retainers and Ferrea 1mm oversize valves. To keep the head on the bottom-end under extreme heat, ARP head studs were utilized. The next step was to decide on a turbo setup that would get me over 1000 rwhp. I called on Kean and Chris to help me spec the turbo. In the end, we came up with a custom BL turbo kit as described below:
· 76mm GT42 Dual Ball-Bearing Turbo
· BL Header
· BL 4-Inch Mid-pipe
· BL 4-Inch Down-pipe
· HKS 50mm Wastegate
· 5-inch Intake Pipe
· 5-Inch K&N Intake
The intake manifold was the next piece of hardware to consider. I decided to go with a true Bullish intake manifold. The Bullish manifold is known for its cylinder-to-cylinder consistency. In addition, the manifold has velocity-type stacks on the inside to direct air into the motor. I know there are some who believe velocity stacks create an obstacle to air flow, but I’m not one of them. Given the history of Bullish and VeilSide in Japan, both users of the velocity stack approach, its pretty clear to me it is a design approach that works and works exceedingly well. The manifold is fitted with a custom 90mm Accufab throttle body as well and a custom throttle cable.
To help cool the incoming air from the turbo, a GReddy 4-row intercooler was used. To help expel the air, an HKS Racing BOV was used. Putting power to the ground is a Wide-Open Throttle Motorsports (WOTM) clutch with a stock Toyota flywheel. Finally, a Blitz Spec R boost controller is responsible for controlling the boost. | FUEL:
In order to get enough fuel into the motor to keep a safe a/f ratio, I knew I needed BIG injectors, a BIG rail, and a lot of fuel pump capacity. Initially, BL was going to use its “Big HP” fuel system that consists of an external Weldon pump but, after reading about the noise of the pump, I decided I wanted to use in-tank pumps. Unfortunately, I didn’t feel safe at the limit using two pumps, so BL/PM fabricated a custom 3-pump Walbro setup outlined below:
· BL Fuel Rail
· Delphi 1050 cc Fuel Injectors
· Weldon Fuel Pressure Regulator
· 3 Walbro In-Tank Fuel Pumps
· NX Wet Kit
To control these huge injectors, I employed the AEM EMS. The car has a GM intake temp sensor and a Kavilco 5- bar map sensor. Since my experience with the AEM has been limited to one car, I called upon the tuning expertise (once again!) of Justin Nenni (Tuning Concepts). Justin was responsible for tuning my last car, which at one time held the world record for a stock bottom-end car. | INTERIOR:
The interior of the car was left very “stock-like”. Residing on the A-pillar is a GReddy peak/hold boost gauge and a GReddy peak/hold EGT gauge. In the dash is a GReddy peak/hold fuel pressure gauge and the Blitz Spec R boost controller. Finally, residing on the steering column is an FJO to monitor the all-important a/f ratio.
As I noted above, Chris Johnson is renowned for his creativity and custom fabrication skills. Among other things, Chris installed the battery in the rear hatch area utilizing 1-inch steel bar stock studded through the unibody, modified the rear upper tank cover to maintain a stock-like seal for -8 fittings, flush mounted the fuel pressure gauge and Blitz boost controller, mounted the NX solenoids in the forward fender well, installed all wires for power, nitrous, boost control and others through the fender wells and fabricated a 5-inch intake pipe. In addition, Chris installed the NX bottle mounted at carpet level with fabricated 1-inch steel bar stock frame work, installed stainless steel bar stock for additional bracing on the BL header, fabricated a custom down-pipe and mid-pipe joined with a 6-bolt turbo flange, fabricated a custom PM/BL 4-inch stainless steel exhaust system with a five-inch muffler, reworked the engine harness with all unused connectors removed, modified the oil return orifice, modified the front main seal, welded all unused coolant nipples, relocated the fuse box, fabricated custom throttle linkage and custom mounted a triple Walbro fuel system with special flow fittings. As I said, Chris is “The Man”. | PERFORMANCE:
After breaking in the new motor and clutch, the car hit the dyno on March 13, 2004 for the first time. The initial numbers we achieved were 1092 rwhp and 940 rwtq. Knowing that TX2K4 was just around the corner, we made a few minor changes and, at TX2K4, in front of hundreds of people, the car belted out an amazing 1132 rwhp and 986 rwtq. The car spun the slicks on the dyno which caused the HP to dip prematurely. The car didn’t recover in time (we were out of RPM by the time it started rising again) and we think that, had the tires held, the car would have been well over 1150 rwhp. All rwhp are SAE corrected and tuned to a conservative 11.3:1 a/f. | THANKS:
I would like to sincerely thank Kean Wang of Boost Logic, Chris Johnson of Performance Motorsports, Tony Urrutia of SHP Racing Heads, and Justin Nenni of Tuning Concepts. Without them, this car would not be the beast that it is! Finally, I would like to thank Lar Prebis of Sound Peformance. Throughout the build up of my car, Lar unselfishly took the time to talk to me about all aspects of the buildup: turbo sizing, injector sizing, fuel pressure, etc... Lar, thanks for your unselfish help and advice, as always you are a true friend! |
PARTS LIST:
| ENGINE:
BL custom single turbo kit
(incl 76mm Garrett GT42 DBB)
BL custom 4-inch full-length DP/MP
HKS GTII 52 mm wastegate
HKS SSBOV
HKS Racing BOV II
GReddy 4-Row FMIC
custom PM 3.5" IC piping
BL 5" intake piping and K&N intake
HKS 272 cam shafts, intake and exhaust
NGK spark plugs
Fluidyne radiator
electric fans
BL/PM custom 4" exhaust with custom 5" muffler
BL radiator plate
Carillo H-beam rods
CP oistons, 0.020 overbore
custom pins and rings
Crower titanium springs and retainers
BL crank pulley | FUEL:
1050cc injectors
custom BL fuel rail
three Walbro in-tank pumps
Weldon fuel pressure regulator
dual-feed center return rail | ELECTRONICS:
AEM EMS
Blitz Spec R boost controller | DRIVETRAIN:
WOTM Clutch
TRD diff | WHEELS/TIRES:
Polished Fikse ARO wheels
18x9.5 front, 18x11 rear
BFG G-Force TA KD 265/35/18 front
BFG G-Force Drag Radial 295/35/18 rear | INTERIOR:
GReddy boost gauge
GReddy fuel pressure gauge
GReddy exhaust gas temperature gauge |
|
turbo: Garrett GT42
pistons: CP
rods: Carrillo
head: ported +1mm
cams: HKS 272
boost: 32psi
injectors: 1050cc
pumps: Walbro x3
fmic: GReddy 4-row
clutch: WOTM
nitrous: 70
rwhp: 1132 (dynojet)
circa 1331hp at the flywheel
|
